Spring suspension or shock absorber for vehicles



2 Sheets-Sheet 1 J. ROBINSON SPRING SUSPENSION OR SHOCK ABSORBER FOR VEHICLES Filed Nov. 19, 1923 Aug. 14, 1928.

' ZSheets-Sheet 2 J. ROBINSON SPRING SUSPENSION OR SHOCK ABSORBER FOR VEHICLES Filed Nov. 19, --1923 Patented Aug. 14, 1928.

TED NS'1-T35 JOSEPH ROBINSON, OF SANTA MONICA, CALIFORNIA, AssIGNoR, BYMESNE Assi-sulV 1,681,050 P ois-FICE.

MENTS,TQ RUSSELL SUTHEBLAND SMART, OFOTIAWA, CANADA.` y

SPRING'STISPIEIIESION OR vSHOCK ABSORBER FOR VEHICLES. i

` Application led'November 19, y1923. `Serial 1\1o.'575`,75$73.

i in space tolbeeflected by enclosing the rebound 4checkingspring within and opposed in action to the load supportingspring, and to generally improve and simplify the construction of the device, to better adapt it to performthe functionsrequired of it. i

Thelinventionis fully described in the fol .lowing specification, pointed out inthe appended claims,and illustrated in the accompanying drawings .1n which j Figure l 1s a sectional `side view of my vimprovement asapplied to the'front axle of an automobile. i p Y f Figure 2 is a sectional elevation taken on the line 2-2 of Figure 1. j.

`Figure 3 is a sectional side View of Aa modification of myyimprovement. In this view a part of the rocker or arm C is broken away. Figure 4 is afront elevationof the structure shown in Figure 3, and

Figure 5 is a sectional plan view of ythe forward end of therod 31.

`Figure V6 is a sectional elevation of a form of the invention embodying'certain features of both the modifications shown inthe preceding views.

Figure 7 is a side elevation showing part of the chassis and the method of attaching my improved devices thereto. Y

My improvement may be. applied to any type of vehicle. AI show it as applied to the Ford automobile. A barrelA is `rigidly secured to theV frame or channel iron B of the vehicle in any suitable manner, as by the clamps 8, Vwhich pass through openings therefor in lugs 9. The lugsarel formed integrally with the barrel A, and Vsnugly fit one side and the bottom of the car frame or channel iron `B as shown. A wood or other suitable illervlO .is placed in the channel `iron and is gripped bythe clampsS, as shown in Figure 2. vThis isto preventthe barrel slipping along the frame B. .Further `provision forthis purpose-is provided by a lip 11-on the frontend of the barrel A, andhooking it over the front end of the .frame B. Approximately midway` the'nends of the barrel A, I provide one" ormore downwardly eX- tending powerful vlugs 12 having a suitable bearing formed at the lower end thereof iny which a rocker or armzC is pivotally` mounted as by the pin 14.- The upper end of the arm C is provided `with portions 15 which rest in complementary sockets'formed .in the follower Ablocks 16. The barrelA is lled with a suitable hcavy'lubricant and an opening ,11S is provided to permit the lubricant to work through and lubricate the bearing between theL portions 15 and the blocks 16. The vco-,operating surfaces of the barrel and the blocks are machined and the parts fit fairly close to prevent excessive'working-out of Jthe lubricant therearound. fOne end of the barrel is closed by a plug 19 threaded n therein, while suitable coiled springsQO and 21,;preferably of the'type shown, are inter-` posed 'between the blocks 16 and theadjacent ends of thebarrel A, `the spring V20 beingthe main or supporting spring, andthe spring 21 being the check spring-#that is,y the springwhichtakes the rebound.V The springs may, `if desired, be 0f different power. It fwill be observed that the spring 20 is coiled of al gradually tapering bar.' This construction produces yan highly efficient cushionspring which .offersk a resistance Ato road shocks that increase in greater progression than theV extent of the compressional movement of the spring. In this manner the spring is caused to give a resistance very similarto that offeredv by airwhen Vbeing compressed. An easy and comfortable'cushion results. y j j j `A platel and an 22 are 'provided for varying the compression of the springs QOjand Q1, 'and for adjusting the lcar body vertically. If, for instance, the set screw 221s turned forward, thebody of thecar will be raised. Y Y

`The -lower part of the -arm C forked, as shown in Figure 2, `and isfsuitably pivoted at 24 and25 to the axle D of the Veau', pivot'Q being the pivotl stud already on Zfthe F Ordcaigfrom whichstud the usual Ford spring lhas been removed and the stud' adjustment set screwV lVhile the barrel A may be positioned at any point laterally or longitudinally of the trame B, I preferably position it as shown, and torni integrally with the rear end of the barrel a yoke 27 which threadingly receives a strut or brace rod 28 carrying wherever desired the usual turnbuckle (not shown). A suitable saddle or brace member 30 is interposed between the rod 28 and the bottom ol the frame B to support the frame against sagging or bending. There being one ot' my improved spring suspensions at each corner of the car frame the rod 28 ties them together `in pairs, each pair being made r up of the two suspensions that are located on the same side of the car. In this manner the application of my improvement is made very rigid with the maximum resistance to shocks and vibrations, and the car frame B is greatly reinforced.

In Figures 3 and 4, I show a modification of my improvement. In this construction the forward end of the barrel A. and the spring 21 are omitted. The sleeve or bracket E is clamped to the car frame B as in the case of the construction illustrated in Figure 1, or the lugs may be put on the opposite side ol the sleeve, as shown at fl, A tie rod 31 having an oblong opening 32 in its head 33 lies within the main spring 34, and is suitably secured, as by a nut35, to a plate or washer 36 against which the rear end of the spring 34 rests. The rod may be rigid with the plate 36 or it may have sliding engagement therewith, as shown in Figure 6. Surrounding the rod 31 and lying within the spring 34, I provide a second spring 37 secured against movement on the rod by an abutment 38. A block or follower 39 is mounted at the forward end of the sleeve or housing E, and normally rests against a flange 40 formed on or separately of the sleeve. The block is provided with an opening through which as shown the head 33 of the rod 3 slidingly passes. An arm or rocker member 41 of the same form (except as to the upper end 42 thereof) as arm C heretofore described, is provided and is pivoted in lugs in the same manner as in the construction shown in Figure l, or it may be pivoted bya pin 14a to a single lug 43 as shown in Figure 4. The upper end 4:2 ol the arm is provided with a head 44 which engages the block 39 and over which is hookedthe eye 33 of the rod 31. The opening in the rod is oi suiiicient length to permit the required rearward movement of the member 42, independent of any movement of rod 31, in traversing a rough road. A nut or cap 43 is threaded to the rear end of the sleeve, and has an opening therein through which the nut 35 may be adjusted to Vvary the compression of the spring 34, and the vertical position of the car body or trame B regulated.

The sleeve E is lilled, through the open ing 4G, with a suitable lubricant, as in the case of the construction shown in Figure 1, and this lubricant in part works through the opening in the block 39, and lubricatcs the joint between the block and the eye 42 of the arm 41. lVhen. my improvement is constructed according to this modilication thereof, the spring 34 takes both the initial shock and the rebound, and the second spring 37 serves to assist in both of these functions or, in the inodilication shown in Figure (3 in rebound alone depending upon whether the rod 31 is rigid with the washer 3G and whether ythe nut has been removed. Such removal is contemplated where it is desired to reduce the resistance to rebound. The spring 37 may, of course, be eliminated altogether il desired.

It will be understood that the springs einployed in my improvement must be of such power as to properly support the weight of the particular vehicle on which they are to be used, and that the rocker arms C and 4l may be oi any shape desired to obtain the preferred position of the car body with respect to the axles D.

It will be observed that by locating the rebound checking spring (37) within and opposed in action to the load supporting spring (34), a considerable economy in space is ell'ected and furthermore, that the releasable means by which the rod or connecting device (31) is connected to one or both of t-he springs enable either one or both springs to be used to etlcct the rebound checking. It will be also observed that the point of connection of the springs to the rod (31) i(s adjustable by means of members (3(5) and Barrel A and i'raine B either together or separately may be looked upon in the nature of a supporting member for the springs and operative parts of the device. The rockerarni C or (4l). it will be observed, forms the connection between the axle D and the spring mechanism. Either of these meinbers. which are in the nature of connecting members, is subject to the continuous pressure ot the load supporting and rebound check springs whereby a continuous resilient support is obtained.

The form of the invention ure G is generally similar to that shown in Figures 3 and 4. The supporting member E, load supporting spring (34), rebound checking springs (37), connecting member or arm (41) with the connecting rod (31) being of the same construction and similarly lettered. In this view, the size of the load supporting spring has been somewhat exaggerated to show more clearly the gradual taper in the size of the bar from which the load spring (34) is coiled. The plate or washer (36) is also shown disconnected from shown in Figthe rod (31) which is therefore free to slide through said plate or Washer. It will be seen that if the nuts (35) are removed then on the reverse movement of: the connecting member resistance will be offered only by the rebound checking spring It will also be observed that the resistance offered by the load supporting spring approaches a minimum as the connecting member (4l) approaches normal position thus insuring that transition of the load from the load supportincr spring of the rebound checking spring Wil be under graduated resistance. Y

One of the lugs (9b) for the supporting member (E) in this form of the invention is shown With a yoke (27a) similar to the yoke (27) in Figure 1 and designed to be connected to a brace or tie rod (28a) similar in form and purpose to the corresponding parts shown in Figurerl.

Referring to Figure 7, E and E2 indicate supporting members at opposite ends ofthe chassis (B), the connecting members or rocker arms C and C? of which are connected to the front and rear axle respectively.

The yokes (27a) on the connecting members E and E2 are united by the tie rod (28a) which is connected to them as shown in Figure 6 at a point somewhat removed from the point at which the bracket or connecting members are connected to the chassis, such tie rod or brace (28a) extending over the strut or brace bracket (30) mounted on the chassis. l

Wiliat I claim is:

l. A device of thel character described coinsite to that to which the load supporting spring is connected.

2. A device of the character described comprising, in combination, a plurality of supporting members designed to be secured to the chassis of a. vehicle, pivoted rocker arms, load supporting and rebound checking springs on the supporting members operatively connected to each rocker arm, means connecting the supporting members at points .reinovedfroin the points at which they are connected to the chassis, and a strut adapted to brace the said connecting means.

In testimony whereof I hereunto affix my signature. f

JOSEPH ROBINSON. 

